JPWO2021010459A1 - Electric power steering controller - Google Patents

Abstract

Provided is an electric power steering control device capable of improving the steering feeling. If the battery voltage is within the normal voltage range, the gain target value is set to the normal value, and if it is outside the normal voltage range, the gain target value is set to a value less than the normal value. Then, when the battery voltage returns from outside the normal voltage range to within the normal voltage range, the time-integrated value of the gain in the period from when the battery voltage goes out of the normal voltage range to when it returns to the normal voltage range is calculated. , It is determined whether or not the ratio obtained by dividing by the time integration value of the gain when the gain in that period is a normal value is larger than the predetermined threshold, and if it is determined to be larger than the predetermined threshold, the gain is obtained. Set the gain so that it increases immediately to the target value. On the other hand, when it is determined that the value is equal to or less than the predetermined threshold value, the gain is set so as to gradually increase to the gain target value.

Description

The present invention relates to an electric power steering control device.

Conventionally, an electric power steering control device that reduces an assist force when an electrical abnormality of hardware such as a motor or a torque sensor is detected has been proposed (see, for example, Patent Document 1). In the electric power steering control device described in Patent Document 1, when the electrical abnormality is no longer detected after the detection of the electrical abnormality, if the abnormality duration is less than a predetermined time, the assist force is immediately increased. .. This prevents the steering wheel from being given a steering sensation of suddenly becoming heavier. If the abnormal duration is longer than a predetermined time, the assist force is gradually increased. This prevents the steering wheel from being given a steering sensation of sudden lightening.

Patent No. 4581535

However, in such an electric power steering control device, further improvement of the steering feeling is required.
It is an object of the present invention to pay attention to the above points and to provide an electric power steering control device capable of improving the steering feeling.

In order to solve the above problems, one aspect of the present invention is to detect (a) a motor that is supplied with power from a battery and outputs an assist force for assisting steering by a steering wheel, and (b) a voltage of the battery. The voltage sensor for the battery, and (c) the target value setting unit that sets the gain target value, which is the target value of the gain used to control the assist force output by the motor, based on the voltage detected by the voltage sensor for the battery. (D) A gain setting unit that sets the gain based on the gain target value set by the target value setting unit, (e) a torque sensor that detects the steering torque by the steering wheel, and (f) the gain and gain set by the gain setting unit. It is equipped with a control unit that controls the assist force output by the motor based on the steering torque detected by the torque sensor, and (g) the target value setting unit is the range of the normal voltage in which the voltage detected by the battery voltage sensor is predetermined. If it is within, the gain target value is set to a predetermined normal value, and if the voltage is outside the normal voltage range, the gain target value is set to a value less than the normal value, and (h) When the voltage detected by the battery voltage sensor returns from outside the normal voltage range to within the normal voltage range, the gain setting unit covers the period from when the voltage goes out of the normal voltage range to when it returns to the normal voltage range. It is determined whether or not the ratio obtained by dividing the time-integrated value of gain by the time-integrated value of gain when the gain in that period is a normal value is larger than a predetermined threshold value, and is greater than the predetermined threshold value. If it is determined to be large, the gain is set so that it immediately increases to the gain target value, and if it is determined to be below a predetermined threshold, the gain is set so that it gradually increases to the gain target value. The gist is that it is an electric power steering control device.

According to one aspect of the present invention, for example, when the time-integrated value of the gain from when the battery voltage goes out of the normal voltage range to when it returns to the normal voltage range is large, the gain is the gain target value. Because it is increased immediately, the time when the steering wheel feels heavy can be shortened.
Further, when the time integral value of the gain is small, the gain is gradually increased to the gain target value, so that it is possible to prevent the steering wheel from suddenly becoming lighter. Therefore, it is possible to provide an electric power steering control device capable of improving the steering feeling.

It is a figure which shows the structure of the electric power steering control device which concerns on this embodiment. It is a figure which shows the internal structure of an ECU. It is a figure which shows the internal structure of an MCU. It is a flowchart which shows the gain setting process. It is a figure which shows the recovery state of a gain. It is a figure which shows the recovery state of a gain. It is a figure which shows the state of the fluctuation of the voltage of a battery, (a) is a figure which shows the operating state of a starter motor, (b) is a figure which shows the state of fluctuation of the voltage of a battery. It is a figure which shows the operation of an electric power steering control device, (a) is a figure which shows the voltage of a battery, (b) is a figure which shows a gain target value, and (c) is a figure which shows a gain. It is a figure which shows the operation of an electric power steering control device, (a) is a figure which shows the voltage of a battery, (b) is a figure which shows a gain target value, and (c) is a figure which shows a gain. It is a figure which shows the operation of an electric power steering control device, (a) is a figure which shows the voltage of a battery, (b) is a figure which shows a gain target value, and (c) is a figure which shows a gain. It is a figure which shows the operation of an electric power steering control device, (a) is a figure which shows the voltage of a battery, (b) is a figure which shows a gain target value, and (c) is a figure which shows a gain. It is a figure which shows the operation of an electric power steering control device, (a) is a figure which shows the voltage of a battery, (b) is a figure which shows a gain target value, and (c) is a figure which shows a gain. It is a figure which shows the internal structure of the MCU which concerns on a modification. It is a flowchart which shows the setting process of the 1st return speed. It is a figure which shows the structure of the electric power steering control device which concerns on a modification.

The present inventors have discovered the following problems in a conventional electric power steering control device. In the conventional electric power steering device, as shown in FIG. 7, when the starter motor connected to the engine is started, a large current momentarily flows through the starter motor and the voltage of the battery drops. Then, due to the drop in the voltage of the battery, the assist force is reduced, which may give an operational feeling that the steering wheel suddenly becomes heavy.
Further, when the vehicle rides on a curb and receives a steering reaction force, a regenerative current of the motor may be generated and the battery current may increase momentarily. In this case as well, the assist force is reduced to protect the circuit, the steering wheel suddenly becomes heavy, and the state continues for a certain period of time, which may give a sense of discomfort to the operation feeling.

Hereinafter, an example of the electric power steering control device according to the embodiment of the present invention will be described with reference to FIGS. 1 to 15. The present invention is not limited to the following examples. Further, the effects described in the present specification are merely examples and are not limited, and other effects may be obtained.

(Overall configuration of electric power steering control device)
FIG. 1 is a diagram showing an overall configuration of an electric power steering control device according to an embodiment of the present invention. The electric power steering control device 1 of FIG. 1 is applied to a column type EPS (Electric Power Steering) in which an assist force is applied on the steering shaft 3 side. As shown in FIG. 1, the electric power steering control device 1 of the present embodiment includes a steering wheel 2, a steering shaft 3, a pinion input shaft 4, a torque sensor 5, a reduction mechanism 6, and a rack and pinion 7. , Rods 8L, 8R, motor 9, steering angle sensor 10, vehicle speed sensor 11, battery 12, and ECU (Electronic Control Unit) 13.

One end side of the steering shaft 3 is connected to the steering wheel 2. The input side of the torque sensor 5 is connected to the other end side of the steering shaft 3. One end side of the pinion input shaft 4 is connected to the output side of the torque sensor 5. The torque sensor 5 is composed of one torsion bar and two resolvers attached to both ends so as to sandwich the torsion bar, and is generated between an input / output having one end side of the torsion bar as an input and the other end side as an output. The steering torque T by the steering wheel 2 is detected by detecting the amount of twist of the torsion bar and the like with two resolvers. The detected steering torque T is output to the ECU 13.

A reduction mechanism 6 is connected in the middle of the pinion input shaft 4. The speed reduction mechanism 6 transmits the assist force output from the motor 9 to the other end side of the pinion input shaft 4. Further, on the other end side of the pinion input shaft 4, a pinion gear that can be meshed with the rack groove of the rack shaft constituting the rack and pinion 7 is formed. The rack and pinion 7 converts the rotational motion of the pinion input shaft 4 into a linear motion of the rack axis. Further, rods 8L and 8R are connected to both ends of the rack shaft. Steering wheels 14L and 14R are connected to the ends of the rods 8L and 8R via a knuckle or the like. As a result, when the pinion input shaft 4 rotates, the actual steering angles of the steering wheels 14L and 14R change via the rack and pinion 7, rods 8L, 8R and the like. That is, the steering wheels 14L and 14R can be steered according to the rotation of the pinion input shaft 4.

The steering angle sensor 10 detects the steering angle δ of the steering wheel 2. The vehicle speed sensor 11 detects the vehicle speed V. The detected steering angle δ and vehicle speed V are output to the ECU 13.
The battery 12 supplies electric power to various electrical components of a vehicle on which the electric power steering control device 1 is mounted, such as a motor 9, an ECU 13, a starter motor, a car air conditioner, a car navigation system, and an audio system. Further, the battery 12 is charged with the electric power generated by the alternator.

As shown in FIG. 2, the ECU 13 includes a torque detection circuit 15, a steering angle detection circuit 16, a vehicle speed detection circuit 17, a motor current sensor 18, a battery voltage sensor 19, a charge pump circuit 20, and a charge pump. It includes a voltage sensor 21, an MCU (Micro Control Unit) 22, a FET (Field Effect Transistor) driver 24, and a motor-driven FET 25.

In the torque detection circuit 15, the steering torque T is input from the torque sensor 5. Further, in the steering angle detection circuit 16, the steering angle δ is input from the steering angle sensor 10. Further, in the vehicle speed detection circuit 17, the vehicle speed V is input from the vehicle speed sensor 11. Each of the input steering torque T, steering angle δ, and vehicle speed V is output to the MCU 22. Further, the motor current sensor 18 detects the current values iU, iV, and iW of the current flowing through the motor 9. FIG. 2 shows an example in which a three-phase motor having a U-phase coil, a V-phase coil, and a W-phase coil is used as the motor 9. The current value iU is the current flowing through the U-phase coil, the current value iV is the current value of the current flowing through the V-phase coil, and the current value iW is the current value of the current flowing through the W-phase coil. The detected current values iU, iV, and iW of the motor 9 are output to the MCU 22. Further, the battery voltage sensor 19 detects the voltage of the battery 12. The detected voltage of the battery 12 is output to the MCU 22.

The charge pump circuit 20 boosts the voltage of the battery 12. The boosted voltage is applied to the FET driver 24. The charge pump voltage sensor 21 detects the voltage boosted by the charge pump circuit 20. The detected voltage is output to the MCU 22.
The MCU 22 has a memory 26. The memory 26 stores various programs that can be executed by the MCU 22. Further, the memory 26 sequentially stores various data when executing various programs. Examples of the data sequentially stored when the program is executed include a gain G, a gain target value G ^* , a time integral value A, a time integral value B, and a ratio R, which will be described later.
As the memory 26, for example, a RAM (Random Access Memory) can be used.

Further, when the ignition switch is switched from the off state to the on state, the MCU 22 reads and executes the assist force control program from various programs stored in the memory 26. Then, as shown in FIG. 3, the assist force control program realizes the current command value calculation unit 27, the current command value correction unit 28, the three-phase conversion unit 37, and the PWM (Pulse Width Modulation) drive unit 23 by software.
The current command value calculation unit 27 controls the assist force output by the motor 9 using the assist map based on the steering torque T output from the torque detection circuit 15 and the vehicle speed V output from the vehicle speed detection circuit 17. Calculate the current command value for. As the assist map, for example, when the steering torque T and the vehicle speed V are input, a map that outputs a current command value in response to the inputs is used. The calculated current command value is output to the current command value correction unit 28.

The current command value correction unit 28 multiplies the current command value output from the current command value calculation unit 27 by the gain G set by the gain setting unit 33, which will be described later, to obtain the corrected current command value. The gain G is set to a value less than "1.0" when the voltage of the battery 12 is outside the predetermined normal voltage range, and the voltage of the battery 12 is within the range from the outside of the normal voltage range. When it is entered, it is continuously changed from a value less than "1.0" to "1.0" and maintained at "1.0". As the normal voltage, for example, the normal voltage of the battery 12 capable of appropriately outputting the assist force by the motor 9 can be adopted. As a result, when the voltage of the battery 12 is a normal voltage at which the motor 9 can appropriately output the assist force, the gain G is maintained at "1.0" and is output from the current command value calculation unit 27. The current command value becomes the corrected current command value as it is.
On the other hand, when the voltage of the battery 12 is an abnormal voltage at which the motor 9 cannot properly output the assist force, the corrected current is obtained by reducing the current command value output from the current command value calculation unit 27. It becomes the command value. The calculated corrected current command value is output to the three-phase conversion unit 37.

The three-phase conversion unit 37 uses the corrected current command value output from the current command value correction unit 28 as the current command value of the U-phase coil of the motor 9, the current command value of the V-phase coil, and the current of the W-phase coil. Convert to the command value. Each of the converted current command values is output to the PWM drive unit 23.
The PWM drive unit 23 calculates a PWM signal for causing the motor 9 to output an assist force according to the magnitude of the converted current command value based on the converted current command value output from the three-phase conversion unit 37. do. That is, the larger the current command value after conversion is, the larger the assist force is calculated to output the PWM signal to the motor 9. As a method of calculating the PWM signal, for example, the difference between the converted current command values iU *, iV *, iW * and the current values iU, iV, iW of the motor 9 detected by the current sensor 18 for the motor (iU). The PI control value is calculated based on * −iU), (iV * −iV), and (iW * −iW), and the PWM calculation is performed based on the calculated PI control value to correspond to the U-phase coil of the motor 9. A method of calculating a PWM signal, a PWM signal corresponding to a V-phase coil, and a PWM signal corresponding to a W-phase coil can be adopted. The calculated PWM signal is output to the FET driver 24.

The FET driver 24 uses the electric power generated by the voltage applied from the charge pump circuit 20 to drive the motor drive FET 25 according to the PWM signal output by the PWM drive unit 23.
When the motor drive FET 25 is driven by the FET driver 24, the motor drive current is supplied to the motor 9 by using the electric power supplied from the battery 12. The current command value calculation unit 27, the current command value correction unit 28, the three-phase conversion unit 37, the PWM drive unit 23, the FET driver 24 and the motor drive FET 25 are output from the gain setting unit 33, and the gain G and the torque detection circuit 15 A control unit 29 that controls the assist force output by the motor 9 based on the steering torque T output from the motor 9 is configured.

With this configuration, the electric power steering control device 1 detects the steering torque T by the steering wheel 2 with the torque sensor 5. Then, the current command value corresponding to the steering torque T and the like is calculated by the MCU 22 of the ECU 13, and further, a PWM signal is output from the PWM drive unit 23 based on this current command value, and the FET driver 24 uses the FET driver 24 based on this PWM signal. Drive The FET 25 is driven. As a result, the electric power steering control device 1 supplies a drive current from the motor drive FET 25 to the motor 9, generates an assist force by the motor 9, and can assist the driver in steering by the steering wheel 2.
Further, the MCU 22 reads and executes the gain setting program from the memory 26 at the same time as the assist force control program. Then, the initialization unit 30, the voltage acquisition unit 31, the target value setting unit 32, and the gain setting unit 33 are realized by the gain setting program. The initialization unit 30, the voltage acquisition unit 31, the target value setting unit 32, and the gain setting unit 33 execute the gain setting process.

(Gain setting process)
Next, the gain setting process executed by the initialization unit 30, the voltage acquisition unit 31, the target value setting unit 32, and the gain setting unit 33 will be described.
As shown in FIG. 4, first, in step S101, the initialization unit 30 executes the initialization process. That is, a process of setting a predetermined initial value in a predetermined area of the memory 26 is performed. ^{As a result, each of the gain G and the gain target value G *} stored in the predetermined area of the memory 26 is set to “1.0”. Further, each of the time integral values A and B is set to "0".
Subsequently, the process proceeds to step S102, and the voltage acquisition unit 31 acquires the voltage of the battery 12 output from the battery voltage sensor 19. The voltage of the battery 12 is acquired every several hundred μs to several ms. As the voltage of the battery 12, for example, a moving average value based on a single voltage data or a plurality of (three or more) voltage data may be used.

Subsequently, in step S103, the target value setting unit 32 determines that the voltage of the battery 12 acquired in step S102 is the normal voltage, the first low voltage region, the second low voltage region, the first high voltage region, and the second. It is determined in which region of the high voltage region it is located. The magnitude relationship of each region is 2nd high voltage region> 1st high voltage region> normal voltage> 1st low voltage region> 2nd low voltage region. Then, when the target value setting unit 32 determines that the voltage of the battery 12 is within the range of the normal voltage, the process proceeds to step S104. On the other hand, if it is determined that it is in the first low voltage region or the first high voltage region, the process proceeds to step S114. On the other hand, if it is determined that the device is in the second low voltage region or the second high voltage region, the process proceeds to step S118.

In step S104, the gain setting unit 33 determines whether or not the voltage of the battery 12 acquired in step S102 has returned from outside the normal voltage range to within the range. As a method of determining the presence / absence of recovery, for example, in step S103 executed one time before the immediately preceding step S103, it is determined that the voltage of the battery 12 is in the first low voltage region or the first high voltage region. If this is the case, a method of determining that the voltage of the battery 12 acquired in step S102 has returned from outside the normal voltage range to within the normal voltage range can be used. Then, when the gain setting unit 33 determines that it has returned (Yes), the process proceeds to step S105. On the other hand, if it is determined that the recovery has not been performed (No), the process proceeds to step S110.

In step S105, the time integral value B stored in the predetermined area of the memory 26 is divided by the time integral value A to calculate the ratio R.
In step S106, the gain setting unit 33 determines whether or not the ratio R obtained in step S105 is larger than a predetermined threshold value Rth (for example, “0.5”). Then, when it is determined that the ratio R is larger than the predetermined threshold value Rth "0.5" (Yes), the process proceeds to step S107. On the other hand, if it is determined that the ratio R is equal to or less than the predetermined threshold value Rth "0.5" (No), the process proceeds to step S108.

In step S107, the gain setting unit 33 sets the fluctuation speed dG / dt used in step S112 or S113 to the relatively fast first return speed dG ₁ / dt, and then proceeds to step S109.
In step S108, the gain setting unit 33 sets the fluctuation speed dG / dt used in step S112 or S113 to a relatively slow second return speed dG ₂ / dt, and then proceeds to step S109. As the second return speed dG ₂ / dt, a speed _{slower than the first return speed dG 1} / dt is used.

In step S109, the gain setting unit 33 clears each of the time integral values A and B stored in the predetermined area of the memory 26 and sets them to “0”.
Subsequently, the process proceeds to step S110, and the target value setting unit 32 sets the gain target value G ^* to a predetermined normal value (for example, “1.0”). The normal value may be a value larger than the predetermined threshold value Rth "0.5", and a value other than "1.0" may be used.
Subsequently, in step S111, the gain setting unit 33 sets the first return speed dG ₁ / dt and the second return speed dG ₂ / dt to the steering torque T, the steering angle δ, the steering angular velocity dδ / dt, the vehicle speed V, and the like. It is determined whether or not to perform the return characteristic control that is set in consideration of at least one of the above. Then, if it is determined that the characteristic control at the time of return is not performed (No), the process proceeds to step S112. On the other hand, if it is determined that the characteristic control at the time of return is performed, the process proceeds to (Yes) step S113.

In step S112, the gain setting unit 33 sets the gain G based on the fluctuation speed dG / dt set in step S107 or S108 and the gain target value G ^{* “1.0” set in step S110.} Specifically, the fluctuation speed dG / set by the gain setting unit 33 in step S107 or S108 to the gain G stored in the memory 26 so that the gain G approaches the gain target value G ^{* “1.0”.} The multiplication result obtained by multiplying dt by the update time to is added, and the addition result is overwritten with the gain G stored in the memory 26. As the update time to, the elapsed time from the last time the gain G stored in the memory 26 is overwritten to the present is used.

At the same time, the control unit 29 controls the assist force output by the motor 9 based on the gain G stored in the memory 26 and the steering torque T output from the torque sensor 5. Specifically, the current command value correction unit 28 multiplies the gain G stored in the memory 26 by the current command value calculated by the current command value calculation unit 27 to obtain the corrected current command value.
Subsequently, the three-phase conversion unit 37 converts the corrected current command value into the current command value of the U-phase coil, the V-phase coil, and the W-phase coil of the motor 9. Subsequently, the PWM drive unit 23 outputs the PWM signals of the U-phase coil, the V-phase coil, and the W-phase coil of the motor 9 based on the converted current command value, and the FET driver 24 follows the output PWM signal. The motor drive FET 25 is driven, and the motor drive FET 25 supplies a drive current to the motor 9. Then, returning to step S102, the change of step S102 → S103 → S104 → S110 → S111 → S112 is repeated, and the gain G is set and the drive current is repeatedly supplied to the motor 9, so that the gain G becomes the gain target value G ^*. Immediately or gradually, the assist force by the motor 9 is increased immediately or gradually.

On the other hand, in step S113, the gain setting unit 33 sets the gain G based on the fluctuation speed dG / dt set in step S107 or S108 and the gain target value G ^{* “1.0” set in step S110.} _{Specifically, as shown in FIGS. 5 and 6, the summing speed dG a} / dt is calculated so that the gain G increases with the linear straight line G = a · t + b. Here, a and b are fixed values. In FIG. 6, T ₁ is the gain G at the start of recovery (when the voltage returns to the normal voltage range), T ₂ is when the recovery is completed, a ₁ is the gain G at the start of recovery, and a ₂ is when the recovery is completed. Gain G (= 1.0). When applied to the above G = a · t + b, a = (a _2- a ₁ ) / (T _2- T ₁ ) and b = a ₁ .
Subsequently, the gain setting unit 33 steps the gain G stored in the memory 26 with the calculated total speed dG _a ^{/ dt so that the gain G approaches the gain target value G * “1.0”.} The multiplication result obtained by multiplying the total value of the fluctuation speed dG / dt set in S107 or S108 by the update time to is added, and the addition result is overwritten with the gain G stored in the memory 26.

_{Although an example of using a} speed dG a / dt for adding up that linearly increases the gain G is shown, other configurations can also be adopted. For example, first, it is determined whether at least one of the steering torque T, the steering angle δ, the steering angular velocity dδ / dt, and the vehicle speed V is larger than the predetermined threshold value. For example, (1) the absolute value of the steering torque T is larger than the first threshold value, (2) the absolute value of the steering angle δ is larger than the second threshold value, and (3) the absolute value of the steering angular velocity dδ / dt is the third. It is determined whether any one or more of the four conditions of being larger than the threshold value and (4) the vehicle speed V is larger than the fourth threshold value is satisfied, and when it is determined that the conditions are satisfied, the steering torque T is satisfied. , Steering angle δ, steering angular velocity dδ / dt, and vehicle speed V are determined to be larger than a predetermined threshold value. Then, when it is determined that the value is larger than the predetermined threshold value, the total velocity dG _a / dt that increases the gain G with a downwardly convex quadratic curve G = a · t ² + b with a gentle curve is used. You may.

On the other hand, when it is determined that the value is smaller than the predetermined threshold value, the gain G is increased by the upwardly convex curve G = a · t ^1/2 + b and the curve rising early _{as the summing velocity dG a / dt.} May be used. It should be noted that the variable "2" included in the above-mentioned quadratic curve functions "t ² " and "t ^1/2 " is used as a variable, as in "t ³ " and "t ^1/3 " shown in FIG. , Higher-order functions may be used.

At the same time, the control unit 29 controls the assist force output by the motor 9 based on the gain G stored in the memory 26 and the steering torque T output from the torque sensor 5. Specifically, the current command value correction unit 28 multiplies the gain G stored in the memory 26 by the current command value calculated by the current command value calculation unit 27 to obtain the corrected current command value.
Subsequently, the three-phase conversion unit 37 converts the corrected current command value into the current command value of the U-phase coil, the V-phase coil, and the W-phase coil of the motor 9. Subsequently, the PWM drive unit 23 outputs the PWM signals of the U-phase coil, the V-phase coil, and the W-phase coil of the motor 9 based on the converted current command value, and the FET driver 24 follows the output PWM signal. The motor drive FET 25 is driven, and the motor drive FET 25 supplies a drive current to the motor 9. Then, returning to step S102, the change of step S102 → S103 → S104 → S110 → S111 → S113 is repeated, and the gain G is set and the drive current is repeatedly supplied to the motor 9, so that the gain G becomes the gain target value G ^*. Immediately or gradually, the assist force by the motor 9 is increased immediately or gradually.

On the other hand, in step S114, the target value setting unit 32 sets the gain target value G ^* as the set value (for example, “0.5”). The set value may be a numerical value between the normal values "1.0" and "0", and a numerical value other than "0.5" may be used.
Subsequently, the process proceeds to step S115, and the gain setting unit 33 sets the gain G based ^{on the gain target value G * set in step S114.} Specifically, the multiplication result obtained by multiplying the gain G stored in the memory 26 by the predetermined velocity dG _o1 / dt and the update time to is added or subtracted so that the gain G approaches the gain target value G ^*. The calculation result is overwritten on the gain G stored in the memory 26. As the update time to, the elapsed time from the last time the gain G stored in the memory 26 is overwritten to the present is used.

As a result, the control unit 29 controls the assist force output by the motor 9 based on the gain G stored in the memory 26 and the steering torque T output from the torque sensor 5. Specifically, the current command value correction unit 28 multiplies the gain G stored in the memory 26 by the current command value calculated by the current command value calculation unit 27 to obtain the corrected current command value. ..
Subsequently, the three-phase conversion unit 37 converts the corrected current command value into the current command value of the U-phase coil, the V-phase coil, and the W-phase coil of the motor 9. Subsequently, the PWM drive unit 23 outputs the PWM signals of the U-phase coil, the V-phase coil, and the W-phase coil of the motor 9 based on the converted current command value, and the FET driver 24 follows the output PWM signal. The motor drive FET 25 is driven, and the motor drive FET 25 supplies a drive current to the motor 9. The setting of the gain target value G ^* in step S114, the setting of the gain G in step S115, and the supply of the drive current to the motor 9 are repeated many times, and the gain G is gradually decreased or increased ^{to the gain target value G *.} The assist force of the motor 9 is gradually decreased or increased.

Subsequently, in step S116, the gain setting unit 33 adds the multiplication result obtained by multiplying the gain G set in step S115 by the update time to to the time integral value B of the gain G stored in the memory 26. .. As a result, the time integral value B of the gain G in the period from when the voltage of the battery 12 goes out of the normal voltage range to when it returns to the normal voltage range (hereinafter, also referred to as “abnormal period”) is calculated. ..
Subsequently, in step S117, the gain setting unit 33 adds the multiplication result obtained by multiplying the time integration value A of the gain stored in the memory 26 by the normal value "1.0" and the update time to. , Return to step 102. As a result, the time integral value A of the gain G when the gain G in the abnormal period is the normal value “1.0” is calculated.

On the other hand, in step S118, the target value setting unit 32 sets the gain target value G ^* to “0”.
Subsequently, the process proceeds to step S119, and the gain setting unit 33 sets the gain G based ^{on the gain target value G * set in step S118.} Specifically, as in step S115, the multiplication result of multiplying the gain G stored in the memory 26 by the predetermined velocity dG _o2 / dt and the update time to ^{so that the gain G approaches the gain target value G *.} Is added or subtracted, and the calculation result is overwritten with the gain G stored in the memory 26. As the update time to, the elapsed time from the last time the gain G stored in the memory 26 is overwritten to the present is used.

As a result, the control unit 29 controls the assist force output by the motor 9 based on the gain G stored in the memory 26 and the steering torque T output from the torque sensor 5. Specifically, the current command value correction unit 28 multiplies the current command value calculated by the current command value calculation unit 27 by the gain G stored in the memory 26 to obtain the corrected current command value. ..
Subsequently, the three-phase conversion unit 37 converts the corrected current command value into the current command value of the U-phase coil, the V-phase coil, and the W-phase coil of the motor 9. Subsequently, the PWM drive unit 23 outputs a PWM signal based on the current command values of the U-phase coil, the V-phase coil, and the W-phase coil of the motor 9 based on the converted current command value, and the FET driver 24 outputs a PWM signal. The motor drive FET 25 is driven according to the output PWM signal, and the motor drive FET 25 supplies the drive current to the motor 9. The setting of the gain target value G ^* in step S118, the setting of the gain G in step S119, and the supply of the drive current to the motor 9 are repeated many times, and the gain G is gradually decreased or increased ^{to the gain target value G *.} The assist force of the motor 9 is gradually decreased or increased.

Subsequently, in step S120, the gain setting unit 33 adds the multiplication result obtained by multiplying the gain G set in step S119 by the update time to to the time integral value B of the gain G stored in the memory 26. .. As a result, the time integral value B of the gain in the period (abnormal period) from when the voltage of the battery 12 goes out of the normal voltage range to when it returns to the normal voltage range is calculated.
Subsequently, in step S121, the gain setting unit 33 adds the multiplication result obtained by multiplying the time integration value A of the gain stored in the memory 26 by the normal value "1.0" and the update time to. , Return to step 102. As a result, the time integral value A of the gain G when the gain G in the abnormal period is the normal value “1.0” is calculated.

In the gain setting process of the present embodiment, when the voltage of the battery 12 is in the first low voltage region or the first high voltage region, the gain target value G ^* is set to "0.5" and the second low voltage. ^{An example is shown in which the gain target value G *} is set to "0" when it is in the region or in the second high voltage region, but "0.5" and "0" are merely examples and are not limited. , Other numbers may be used.

(Operation and others)
Next, the operation of the electric power steering control device 1 according to the embodiment of the present invention will be described with reference to the drawings.
First, as shown in FIG. 7, the starter motor connected to the engine is started, and a large current momentarily flows through the starter motor, so that the battery is shown _{at time t 0 in FIG. 8 (a).} It is assumed that the voltage drop of 12 is started. Then, as shown at time t ₁ in FIG. 8 (a), the voltage of the battery 12 is changed from a range of normal voltage to the first low-voltage region. Then, as shown at the time t ₁ in FIG. 8B, the ECU 13 sets the gain target value G ^* to a set value between the normal value (for example, “1.0”) and “0” (for example, “0”). maintaining the 0.5 "), as shown at time t ₁ of FIG. 8 (c), reducing the gain G so as to approach the set value" 0.5 "is maintained at a gain target value G ^*. As a result, the assist force output by the motor 9 is gradually reduced to 50% of the assist force output when the voltage of the battery 12 is within the normal voltage range (hereinafter, also referred to as "normal assist force"). The motor 9 is controlled so as to reduce.

_{Subsequently, as shown at time t 2} in FIG. 8 (a), after the voltage drop of the battery 12 is stopped and the voltage value of the battery 12 becomes constant, it is shown _{at time t 3 in FIG. 8 (a).} As shown above, the voltage recovery (rise) of the battery 12 is started, and as shown at time t ₄ in FIG. 8A, the voltage of the battery 12 is recovered from the first low voltage region to the normal voltage range. do. Then, ECU 13 is, as shown at time t ₄ in FIG. 8 (b), stop the maintenance of the gain target value G ^* of the set value "0.5", the normal value of the gain target value G ^* "1.0 It maintained ", as shown at time t ₄ in FIG. 8 (c), increases the gain G so as to approach the gain target value G ^*, which is maintained at a normal value" 1.0 ".

At that time, the time integrated value B of the gain G in the period from when the voltage of the battery 12 goes out of the normal voltage range to when it returns to the normal voltage range (hereinafter, also referred to as “abnormal period C”) is set. It is assumed that the ratio R obtained by dividing the gain G by the time integration value A when the gain G in the abnormal period C is the normal value “1.0” is larger than the predetermined threshold Rth “0.5” (for example, R). = 0.8). _{Then, a relatively fast first return speed dG 1} / dt is adopted as the fluctuation speed dG / dt of the gain G. As a result, as shown in time t ₄ to time t ₅ in FIG. 8 (c), the gain G ^{immediately increases to the gain target value G *} "1.0", and the assist force output by the motor 9 is normal. The motor 9 is controlled so that the assist force is immediately increased.

_{On the other hand, similarly to the time t 0} and the time t ₁ in FIG. 8 (a), as shown in the time t ₆ in FIG. 9 (a), the voltage drop of the battery 12 is started, and the time in FIG. 9 (a) is started. As _{shown in t 7} , it is assumed that the voltage of the battery 12 changes from the range of the normal voltage to the first low voltage region. Then, ECU 13 is, as shown at time t ₇ in FIG. 9 (b), to maintain the gain target value G ^* set value "0.5", as shown at time t ₇ of FIG. 9 (c), The gain G is reduced so as to approach ^{the gain target value G *} maintained at the set value “0.5”. _{Subsequently, as shown at time t 8} in FIG. 9 (a), when the voltage of the battery 12 changes from the first low voltage region to the second low voltage region, the ECU 13 sets the time t ₈ in FIG. 9 (b). As shown, the maintenance of the gain target value G ^{* to} the set value “0.5” is stopped, the gain target value G ^* is maintained to “0”, and as shown at time t ₈ in FIG. 9 (c). The gain G is reduced so as to approach the gain target value G ^{* maintained at “0”.} As a result, as shown at time t ₈ in FIG. 9 (c), the motor 9 is controlled so that the assist force is reduced to "0".

Subsequently, as shown at time t ₉ in FIG. 9 (a), the voltage recovery of the battery 12 is started, and as shown at time t ₁₀ in FIG. 9 (a), the voltage of the battery 12 is the second low voltage. If changes to the first low-voltage region from the region, setting ECU13 is, as shown at time t ₁₀ in FIG. 9 (b), the stop maintenance of the gain target value G ^* to "0", the gain target value G ^* maintaining the value "0.5", as shown at time t ₁₀ of FIG. 9 (c), it increases the gain G so as to approach the gain target value G ^*, which is maintained at the set value "0.5". Subsequently, as shown at time t ₁₁ of FIG. 9 (a), the voltage of the battery 12 has returned to within the normal voltage from the first low-voltage region. Then ECU13 is, as shown at time t ₁₁ of FIG. 9 (b), stop the maintenance of the gain target value G ^* of the set value "0.5", the normal value of the gain target value G ^* "1.0" maintained, as shown at time t ₁₁ of FIG. 9 (c), it increases the gain G so as to approach the gain target value G ^*, which is maintained at a normal value "1.0".

At that time, the ratio R obtained by dividing the time integral value B of the gain G in the abnormal period C by the time integral value A of the gain G when the gain G in the abnormal period C is the normal value “1.0” is obtained. It is assumed that it is smaller than the predetermined threshold Rth "0.5" (for example, R = 0.4). _{Then, a relatively slow second return speed dG 2} / dt (<first return speed dG ₁ / dt) is adopted as the fluctuation speed dG / dt of the gain G. As a result, as shown in time t ₁₁ to time t ₁₂ in FIG. 9 (c), the gain G ^{gradually increases to the gain target value G *} "1.0", and the assist force output by the motor 9 is usually The motor 9 is controlled so as to gradually increase to the time assist force.

Here, for example, as shown in FIGS. 10 (a), 10 (b), and 10 (c), the voltage of the battery 12 returns to the normal voltage range after it goes out of the normal voltage range. It is assumed that the period up to (abnormal period C) is short and the ratio R is larger than the predetermined threshold value Rth "0.5" (for example, R = 0.8). _{Then, a relatively fast first return speed dG 1} / dt is adopted as the fluctuation speed dG / dt of the gain G. As a result, as shown in time t ₁₁ to time t ₁₂ in FIG. 10 (c), the gain G ^{immediately increases to the gain target value G *} "1.0", and the assist force output by the motor 9 is normal. The motor 9 is controlled so that the assist force is immediately increased.

As described above, according to FIGS. 8 and 9, the ratio R is larger than the predetermined threshold value Rth when the abnormal period C is long, and the ratio R is smaller than the predetermined threshold value Rth when the abnormal period C is short. Therefore, at first glance, it seems that the magnitude relationship between the ratio R and the predetermined threshold value Rth is determined only by the length of the abnormal period C. However, in the electric power steering control device 1 according to the embodiment of the present invention, as shown in FIG. 10, even when the abnormal period C is short (4 ms), the ratio R is larger than the predetermined threshold value Rth. The configuration is clearly different from that in which the magnitude relationship between the ratio R and the predetermined threshold value Rth is determined only by the length of the abnormal period C.

On the other hand, the tire of the steering wheel 14L or 14R receives the steering reaction force runs on the curb, by causing regenerative current to the motor 9, as shown at time t ₁₃ in FIG. 11 (a), the voltage of the battery 12 Suppose the rise has begun. _{Then, as shown at time t 14} in FIG. 11 (a), when the voltage of the battery 12 changes from within the normal voltage range to the first high voltage region, the ECU 13 shows _{at time t 14 in FIG. 11 (b).} as was maintained at the set value the gain target value G ^* "0.5", 11 as shown at time t ₁₄ in (c), maintained at the set value "0.5" the gain target value G ^* The gain G is reduced so as to approach. As a result, the motor 9 is controlled so that the assist force output by the motor 9 is gradually reduced to 50% of the normal assist force.

Subsequently, as shown at time t ₁₅ shown in FIG. 11 (a), the increase in the voltage of the battery 12 is stopped, after the voltage value of the battery 12 becomes constant, shown at time t ₁₆ shown in FIG. 11 (a) as such, the return of the voltage of the battery 12 (downward) is initiated, as shown at time t ₁₇ in FIG. 11 (a), the voltage of the battery 12 has returned to within the normal voltage from the first high-voltage region do. Then, ECU 13 is, as shown at time t ₁₇ in FIG. 11 (b), stop the maintenance of the gain target value G ^* of the set value "0.5", the normal value "1.0 gain target value G ^* maintained ", as shown at time t ₁₇ in FIG. 11 (c), the increase gain G so as to approach the gain target value G ^*, which is maintained at a normal value" 1.0 ". At that time, the ratio R obtained by dividing the time integral value B of the gain G in the abnormal period C by the time integral value A of the gain G when the gain G in the abnormal period C is the normal value “1.0” is obtained. It is assumed that it is larger than the predetermined threshold Rth "0.5" (for example, R = 0.8). _{Then, a relatively fast first return speed dG 1} / dt is adopted as the fluctuation speed dG / dt of the gain G. Thus, as shown at time t ₁₇ ~ time t ₁₈ in FIG. 11 (c), the gain G increases the gain target value G ^* immediately to "1.0", normal assist force to be output by the motor 9 The motor 9 is controlled so that the assist force is immediately increased.

On the other hand, similarly to the time t _13, the time t ₁₄ of FIG. 11 (a), as shown at time t ₁₉ in FIG. 12 (a), the increase in the voltage of the battery 12 is started, FIG. 12 (a) As shown at time t ₂₀ , it is assumed that the voltage of the battery 12 changes from the range of the normal voltage to the first high voltage region. Then, ECU 13 is, as shown at time t ₂₀ of FIG. 12 (b), to maintain the gain target value G ^* set value "0.5", as shown at time t ₂₀ of FIG. 12 (c), The gain G is reduced so as to approach ^{the gain target value G *} maintained at the set value “0.5”.
_{Subsequently, as shown at time t 21} in FIG. 12 (a), when the voltage of the battery 12 changes from the first high voltage region to the second high voltage region, the ECU 13 sets the time t ₂₁ in FIG. 12 (b). As shown, the maintenance of the gain target value G ^{* to} the set value “0.5” is stopped, the gain target value G ^* is maintained to “0”, and as shown at the time t ₂₁ in FIG. 12 (c). The gain G is reduced so as to approach the gain target value G ^{* maintained at “0”.} As a result, as shown at time t ₂₁ in FIG. 12 (c), the motor 9 is controlled so that the assist force output by the motor 9 is reduced to "0".

Subsequently, as shown at time t ₂₂ in FIG. 12 (a), the voltage recovery of the battery 12 is started, and as shown at time t ₂₃ in FIG. 12 (a), the voltage of the battery 12 is the second high voltage. When the region changes to the first high voltage region, the ECU 13 stops maintaining the gain target value G ^* at “0” and sets the ^{gain target value G *,} _{as shown at time t 23 in FIG. 12 (b).} The value is maintained at “0.5”, and as shown at time t ₂₃ in FIG. 12 (c), the gain G is increased so as to approach ^{the gain target value G *} maintained at the set value “0.5”. Subsequently, as shown at time t ₂₄ in FIG. 12A, it is assumed that the voltage of the battery 12 returns from the first high voltage region to within the normal voltage range. Then, as shown at time t ₂₄ in FIG. 12B, the ECU 13 stops maintaining the gain target value G ^{* at} the set value “0.5” and sets the gain target value G ^* to the normal value “1.0”. _{As shown at time t 24} in FIG. 12 (c), the gain G is increased so as to approach ^{the gain target value G *} maintained at the normal value “1.0”. At that time, the ratio R obtained by dividing the time integral value B of the gain G in the abnormal period C by the time integral value A of the gain G when the gain G in the abnormal period C is the normal value “1.0” is obtained. It is assumed that it is smaller than the predetermined threshold Rth "0.5" (for example, R = 0.4). _{Then, a relatively slow second return speed dG 2} / dt (<first return speed dG ₁ / dt) is adopted as the fluctuation speed dG / dt of the gain G. As a result, as shown in time t ₂₄ to time t ₂₅ in FIG. 12 (c), the gain G ^{gradually increases to the gain target value G *} "1.0", and the assist force output by the motor 9 is usually The motor 9 is controlled so as to gradually increase to the time assist force.

As described above, the electric power steering control device 1 according to the embodiment of the present invention includes a motor 9 and a battery 12 which are supplied with power from the battery 12 and output an assist force for assisting steering by the steering wheel 2. ^{A gain target value G *} , which is a target value of the gain G used for controlling the assist force output by the motor 9 based on the voltage detected by the battery voltage sensor 19 and the battery voltage sensor 19 for detecting the voltage of ^{The target value setting unit 32, the gain setting unit 33 that sets the gain G based on the gain target value G *} set by the target value setting unit 32, the torque sensor 5 that detects the steering torque T by the steering wheel 2, and the gain setting. A control unit 29 that controls the assist force output by the motor 9 based on the gain G set by the unit 33 and the steering torque T detected by the torque sensor 5 is provided.

Then, when the voltage detected by the battery voltage sensor 19 is within the range of the predetermined normal voltage, the target value setting unit 32 sets the gain target value G ^* to the predetermined normal value “1.0”. When the voltage detected by the battery voltage sensor 19 is out of the normal voltage range, the gain target value G ^* is set to a value less than the normal value “1.0”. Further, when the gain detection unit 33 returns from the range of the normal voltage to the range of the voltage detected by the battery voltage sensor 19, the gain setting unit 33 is within the range of the normal voltage from the time when the voltage of the battery 12 is out of the range of the normal voltage. Obtained by dividing the time integration value B of the gain G in the period until returning to (abnormal period C) by the time integration value A of the gain G when the gain G in the abnormal period C is the normal value "1.0". It is determined whether or not the ratio R to be obtained is larger than the predetermined threshold Rth "0.5", and if it is determined that the ratio R is larger than the predetermined threshold Rth "0.5", the gain target value G ^{* is} immediately reached. The gain G is set so as to increase. On the other hand, when it is determined that the predetermined threshold value Rth is "0.5" or less, the gain G is set so as to gradually increase to ^{the gain target value G *.}

Therefore, for example, as shown in FIGS. 8 (c), 10 (c), and 11 (c), from when the voltage of the battery 12 goes out of the normal voltage range to when it returns to the normal voltage range. If the time-integrated value B of the gain G of is larger than the time-integrated value A of the gain G when the gain G is the normal value "1.0", the gain G immediately increases ^{to the gain target value G *.} Therefore, it is possible to shorten the time when the steering wheel 2 feels heavy. Further, as shown in FIGS. 9 (c) and 12 (c), the time-integrated value B of the gain G when the voltage of the battery 12 returns to the range of the normal voltage is the normal value “1. When it is smaller than the time integral value A of the gain G when it is "0", the gain G is ^{gradually increased to the gain target value G *,} so that it is possible to prevent the steering wheel 2 from suddenly becoming lighter. Therefore, it is possible to provide the electric power steering control device 1 capable of improving the steering feeling.

Further, the electric power steering control device 1 according to the embodiment of the present invention sets a gain target value G * based on the voltage of the battery 12, sets a gain G based on the gain target value G *, and sets the gain G. Since the assist force is controlled based on the configuration, deterioration of the driver's steering feeling can be suppressed. This is particularly effective when the battery voltage fluctuates during steering. By the way, when the voltage of the battery 12 is out of the normal voltage range, if the gain target value G ^* is not set to a value less than "1.0", the battery 12 may be deteriorated or other equipment. There is a possibility of inducing a failure and a possibility of thermal damage to the motor drive FET 25. Further, even when the ratio R is equal to or less than the predetermined threshold value Rth, ^{if the gain G is set so as to immediately increase to the gain target value G *,} it may cause a feeling of steering discomfort as if the torque was lost. ..

On the other hand, the electric power steering control device 1 according to the embodiment of the present invention sets the gain target value G ^* to a value less than "1.0" when the voltage of the battery 12 is out of the normal voltage range. Therefore, deterioration of the battery 12 can be prevented, failure of other devices can be prevented, and thermal damage to the motor drive FET 25 can be prevented. Further, when the ratio R is equal to or less than the predetermined threshold value Rth "0.5", the gain G is set so as to gradually increase to ^{the gain target value G *.} Can be prevented from feeling.

(Modification example)
(1) In the electric power steering control device 1 according to the embodiment of the present invention, the gain G increasing speed (first return speed dG ₁ / ^{) when the gain setting unit 33 increases the gain G to the gain target value G *.} Although at least one of dt and the second return speed dG ₂ / dt; hereinafter also referred to as “return speed”) is set as a constant value, other configurations may be adopted. For example, the return speed may be set according to the value of the ratio R. Specifically, the return speed may be set to a larger value as the ratio R is larger, and to a smaller value as the ratio R is smaller.

(2) Further, for example, the gain setting unit 33 sets the return speed to at least one of the ratio R, the steering torque T, the steering angle δ, the steering angular velocity dδ / dt, and the vehicle speed V, or two or more of these. The configuration may be set based on the combination. Specifically, for example, as shown in FIG. 13, the MCU 22 realizes the steering angular velocity calculation unit 34 by software, and the gain setting unit 33 includes a return speed setting unit 35 and a return speed correction unit 36. It may be configured.
The steering angular velocity calculation unit 34 calculates the steering angular velocity dδ / dt based on the steering angle δ from the steering angle detection circuit 16. The calculated steering angular velocity dδ / dt is output to the gain setting unit 33.

The return speed setting unit 35 sets the return speed to a larger value as the ratio R is larger, and to a smaller value as the ratio R is smaller. Further, the return speed correction unit 36 sets the return speed set by the return speed setting unit 35 to at least one of the steering torque T, the steering angle δ, the steering angular velocity dδ / dt, and the vehicle speed V, or two or more of them. Correct based on the combination of. For example, when at least one of the steering torque T, the steering angle δ, the steering angular velocity dδ / dt, and the vehicle speed V is smaller than the predetermined threshold value and it is difficult to feel a sense of discomfort in the steering feeling, it is set by the return speed setting unit 35. Increase the return speed. On the other hand, when at least one of the steering torque T, the steering angle δ, the steering angular velocity dδ / dt, and the vehicle speed V is equal to or higher than a predetermined threshold value and the driver tends to feel a sense of discomfort in the steering feeling, the return speed setting unit 35 is used. Decrease the set return speed. As a result, the return speed correction unit 36 can be appropriately operated as a rate limiter, and the gain G can be quickly returned to the normal state while minimizing the deterioration of the steering feeling.

(3) Further, as another method of setting the return speed based on the steering torque T, the steering angle δ, the steering angular velocity dδ / dt, the vehicle speed V, etc., a method that does not use correction may be used. Specifically, when the fluctuation speed dG / dt is set in step S107, the gain setting unit 33 executes the setting process of _{the first return speed dG 1 / dt.} When the setting process of the first return speed dG ₁ / dt is executed, as shown in FIG. 14, the gain setting unit 33 first considers the return speed of the first return speed dG ₁ / dt in consideration of the steering torque T and the like in step S201. It is determined whether or not to perform the characteristic control at the time of return to be set. Then, if it is determined that the characteristic control at the time of return is not performed, the process proceeds to (No) step S202. On the other hand, if it is determined that the characteristic control at the time of return is performed (Yes), the process proceeds to step S203.

_{In step S202, the gain setting unit 33 sets the first return speed dG 1} / dt so that the gain G increases in the linear straight line G = a · t + b, as shown in FIGS. 5 and 6. Here, a and b are fixed values. In FIG. 6, T ₁ is the gain G at the start of recovery (when the voltage returns to the normal voltage range), T ₂ is when the recovery is completed, a ₁ is the gain G at the start of recovery, and a ₂ is when the recovery is completed. Gain G (= 1.0). When applied to the above G = a · t + b, a = (a _2- a ₁ ) / (T _2- T ₁ ) and b = a ₁ .

On the other hand, in step S203, the gain setting unit 33 determines whether at least one of the steering torque T, the steering angle δ, the steering angular velocity dδ / dt, and the vehicle speed V is larger than the predetermined threshold value. For example, (1) the absolute value of the steering torque T is larger than the first threshold value, (2) the absolute value of the steering angle δ is larger than the second threshold value, and (3) the absolute value of the steering angular velocity dδ / dt is the third. It is determined whether any one or more of the four conditions of being larger than the threshold value and (4) the vehicle speed V is larger than the fourth threshold value is satisfied, and when it is determined that the conditions are satisfied, the steering torque T is satisfied. , Steering angle δ, steering angular velocity dδ / dt, and vehicle speed V are determined to be larger than a predetermined threshold value. Then, when it is determined that the gain G is larger than the predetermined threshold value, the first return speed dG ₁ / dt is set ^{so that the gain G increases with a gentle curve with a downwardly convex quadratic curve G = a · t 2 + b.} After that, this setting process ends.

On the other hand, when it is determined that the gain G is smaller than the predetermined threshold value _{, the first return speed dG 1} / dt increases so that the gain G increases on the curve that rises earlier with the ^{upwardly convex curve G = a · t 1/2 + b.} After setting, this setting process ends. In addition, using "2" included in the above-mentioned quadratic curve functions "t ² " and "t ^1/2 " as a variable, higher-order such ^{as "t 3} " and "t ^1/3". Functions may be used.
Further, at the time of setting the fluctuation speed dG / dt in step S108, the gain setting unit 33 _{executes the setting process of the second return speed dG 2} / dt, and is the same as the above-described method of setting _{the first return speed dG 1 / dt.} The second return speed dG ₂ / dt is set by the method of. As the second return speed dG ₂ / dt, a speed slower than _{the first return speed dG 1} / dt set in steps S202 and S203 is set.

(4) Further, in the present embodiment, an example in which the electric power steering control device 1 according to the present invention is applied to a column type EPS in which the steering assist force of the motor 9 is applied to the steering shaft 3 is shown, but other configurations are used. It can also be adopted. For example, as shown in FIG. 15, the configuration may be applied to the downstream method EPS in which the steering assist force by the motor 9 is directly applied to the rack shaft.

1 ... Electric power steering controller, 2 ... Steering wheel, 3 ... Steering shaft, 4 ... Pinion input shaft, 5 ... Torque sensor, 6 ... Reduction mechanism, 7 ... Rack and pinion, 8L ... Rod, 8R ... Rod, 9 ... Motor, 10 ... Steering angle sensor, 11 ... Vehicle speed sensor, 12 ... Battery, 13 ... ECU, 14L, 14R ... Steering wheel, 15 ... Torque detection circuit, 16 ... Steering angle detection circuit, 17 ... Vehicle speed detection circuit, 18 ... Motor Current sensor, 19 ... Battery voltage sensor, 20 ... Charge pump circuit, 21 ... Charge pump voltage sensor, 22 ... MCU, 23 ... PWM drive unit, 24 ... FET driver, 25 ... Motor drive FET, 26 ... Memory, 27 ... Current command value calculation unit, 28 ... Current command value correction unit, 29 ... Control unit, 30 ... Initialization unit, 31 ... Voltage acquisition unit, 32 ... Target value setting unit, 33 ... Gain setting unit, 34 ... Steering angle speed Calculation unit, 35 ... Return speed setting unit, 36 ... Return speed correction unit, 37 ... Three-phase conversion unit

Claims (5)

A motor that is powered by a battery and outputs an assisting force to assist steering by the steering wheel.
A battery voltage sensor that detects the battery voltage and
A target value setting unit that sets a gain target value, which is a gain target value used for controlling the assist force output by the motor, based on the voltage detected by the battery voltage sensor.
A gain setting unit that sets the gain based on the gain target value set by the target value setting unit, and a gain setting unit.
A torque sensor that detects the steering torque of the steering wheel and
A control unit that controls the assist force output by the motor based on the gain set by the gain setting unit and the steering torque detected by the torque sensor is provided.
When the voltage detected by the battery voltage sensor is within a predetermined normal voltage range, the target value setting unit sets the gain target value to a predetermined normal value, and the voltage is set to the normal value. If it is out of the voltage range, set the gain target value to a value less than the normal value.
When the voltage detected by the battery voltage sensor returns from outside the normal voltage range to within the normal voltage range, the gain setting unit moves the gain setting unit into the normal voltage range from the time when the voltage falls outside the normal voltage range. Whether or not the ratio obtained by dividing the time-integrated value of the gain in the period until the return by the time-integrated value of the gain when the gain in the period is the normal value is larger than a predetermined threshold value set in advance. When the determination is made and it is determined that the gain is larger than the predetermined threshold value, the gain is set so as to immediately increase to the gain target value, and when it is determined that the gain is equal to or less than the predetermined threshold value, the gain target value is determined. An electric power steering control device that sets the gain so as to gradually increase to. The gain setting unit sets the return speed, which is the speed of increase of the gain when the gain is increased to the gain target value, at least one of the ratio, the steering torque, the steering angle, the steering angular velocity, and the vehicle speed, or any of these. The electric power steering control device according to claim 1, which is set based on a combination of two or more of them. The electric power steering control device according to claim 2, wherein the gain setting unit includes a return speed setting unit that sets the return speed to a larger value as the ratio is larger and a smaller value as the ratio is smaller. The gain setting unit corrects the return speed set by the return speed setting unit based on at least one of steering torque, steering angle, steering angular velocity and vehicle speed, or a combination of two or more of these. The electric power steering control device according to claim 3, further comprising a correction unit. The control unit
A current command value calculation unit that calculates a current command value for controlling the assist force output by the motor based on the steering torque detected by the torque sensor.
A current command value correction unit that obtains a corrected current command value by multiplying the current command value calculated by the current command value calculation unit by the gain set by the gain setting unit.
A three-phase conversion unit that converts the corrected current command value obtained by the current command value correction unit into current command values of the U-phase coil, V-phase coil, and W-phase coil of the motor.
A PWM drive unit that generates a PWM (Pulse Width Modulation) signal based on the converted current command value converted by the three-phase conversion unit.
The electric power steering control device according to any one of claims 1 to 4, further comprising an FET driver that drives a motor drive FET that supplies a drive current to the motor according to a PWM signal generated by the PWM drive unit.

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